@ The OP, i'm sorry that we've hijacked your thread man, i hope that you still got some valuable info between it all. feel free to ask questions and continue searching on this site as it is full of great informations and plenty of great people willing to help you.

It's fine. There was good info in there.

When it comes to the distributor, say I go with HEI. But then where do I go with trigger style, advance type, computer control compatible, etc? Would it be best to go with stock trigger and like a vacuum advance? I don't know.

When it comes to the distributor, say I go with HEI. But then where do I go with trigger style, advance type, computer control compatible, etc? Would it be best to go with stock trigger and like a vacuum advance? I don't know.

As far as the intake manifold, if the RHS head's intake ports are as high (or nearly so) as a Vortec head- regardless if the heads have dual bolt patterns- you will be much better off running a Vortec intake than a lower port non-Vortec intake. The reason for this is most dual plane intakes will not have enough material above the intake port opening to allow porting to match the intake ports of the head. There are a few high-port open plenum SBC intakes that have enough meat, but you want to use a dual plane.

I prefer the non Air Gap RPM intake, but you can decide that for yourself.

For the ignition system, the GM HEI as a base to work from is hard to beat. You can buy a brand new aftermarket HEI for <$60. There are modules available that increase the performance potential of a stock GM HEI, and there are obviously amp boxes like the MSD 6-series that work very well.

But whatever you choose, the timing curve is critical to good performance and drivability. There is more to be gained or lost there than almost any change that can be made, tuning-wise. Here is a page on the GM HEI. The section on timing is relevant regardless of what kind of distributor you use. You want to use a vacuum advance, as well.

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